Jeep’s CJ-8 Scrambler, launched in 1981, was originally intended to serve as the brand’s compact pickup truck offering. When sales failed to materialize in quantities comparable to those of import competitors, Jeep went back to the drawing board to design an all-new pickup for the segment. The result was the highly anticipated Jeep Comanche, launched in 1986 and sold in a variety of configurations through the 1992 model year.

When Jeep initially contemplated the CJ-8 Scrambler, one design called for the compact pickup to use unibody construction. Because this would have required an entirely new, clean-sheet design, the idea was ruled out as too costly, with too long a time to market. With the 1984 launch of Jeep’s unibody midsize SUV, the Cherokee (which utilized construction that Jeep referred to as “Uniframe”), the automaker finally had a suitable unibody platform from which to launch a compact pickup. To give the Comanche pickup a seven-and-a-half-foot bed, Jeep stretched the Cherokee’s wheelbase from 101.4 inches to 119.6 inches, reinforcing the platform with a subframe that allowed the bed to be removed (making it the first unibody pickup to sport this feature).

To maximize production efficiency, the Comanche would be identical to the Cherokee from the doors forward, and would share the SUV’s available drivetrains and four-wheel-drive systems. In a first for a Jeep pickup offering, the Comanche would also be available in two-wheel drive, a selling point for those concerned with fuel economy, or those living outside of snow-belt states. Per Jeep’s own research, a full 75 percent of compact pickup trucks sold were delivered with two-wheel drive, so if Jeep wanted to effectively compete in this market, it needed a comparable product.

At its 1986 launch, three engines were available for the Comanche pickup. The base engine was AMC’s 2.5-liter four, which had the distinction of being the most powerful four-cylinder engine in the compact pickup segment. Rated at 117 horsepower and 135 pound-feet of torque, the throttle-body fuel-injected engine actually produced more horsepower than the optional V-6. This engine, displacing 2.8 liters, was sourced from General Motors and produced 115 horsepower and 150 pound-feet of torque. A diesel engine was an option as well, although AMC switched from the originally specified Peugeot diesel to a 2.1-liter Renault diesel (good for 85 horsepower and 135 pound-feet of torque) shortly after launch. Initially, buyers could choose between the standard four-speed manual transmission, an optional five-speed manual, or Chrysler’s three-speed Torqueflite automatic.

Up front, the Comanche’s suspension used coil springs, shock absorbers and upper and lower control arms, while out back transverse leaf springs were used to provide a cargo-hauling capacity that topped 2,200 pounds. Essential for a Jeep, the suspension also provided ample ground clearance and wheel travel, ensuring that the Comanche retained it’s functionality both on and off road. Disc brakes were used on the front wheels, while drum brakes were used in the rear.

During the truck’s debut year, buyers wanting four-wheel drive could choose between Selec-Trac full-time four-wheel drive and Command-Trac part-time four-wheel drive, but the Selec-Trac system was dropped from the Comanche’s option list for the 1987 model year. That was hardly the big news for the truck’s sophomore year, though: Gone was the GM-sourced V-6, replaced by a 4.0-liter inline six developed in house and based on a proven block design that dated to 1964. The new (but still optional) engine made 173 horsepower and 220 pound-feet of torque, which was significantly more than six-cylinder engines from the competition.

A short-bed Comanche, with a six-foot-long box, was also launched in 1987, and automatic transmission buyers now received an Aisin-built four-speed instead of the dated three-speed. Those wanting the inline-six with a manual transmission received a Peugeot-manufactured five-speed, which proved problematic (thanks to the engine’s significant torque output) and was dropped mid-way through the 1989 model year. Embracing the wisdom of “win on Sunday, sell on Monday,” Jeep even took the Comanche racing in 1987, running the truck in both the SCCA’s Racetruck Challenge series and in the HDRA/SCORE Desert Racing series. By luck or by design, 1987 turned out to be the Comanche’s best sales year, with 38,094 units delivered to consumers.

Looking to capitalize on its “most powerful engine” bragging rights, Jeep launched a muscle truck version of the Comanche for the 1988 model year. Based on the short-bed variant with the 4.0-liter inline-six engine (now rated at 177 horsepower) and available in rear-wheel drive only at launch, the Jeep Comanche Eliminator blended equal parts performance and practicality. This model would soldier on until the Comanche’s demise in 1992, and from 1990-on even came with available Command-Trac four-wheel drive.

Though the Comanche quickly developed a reputation as a stout pickup that was larger than most compacts but smaller and more manageable than a full-size, it failed to attract the quantity of buyers that new corporate owner Chrysler (which had acquired Jeep in 1987) expected. Compounding the issue was the fact that the Comanche was built on the same line as the more profitable Cherokee SUV, and was seen in some circles as a competitor to Dodge’s own midsize pickup, the Durango Dakota. Furthermore, Chrysler envisioned Jeep as an “SUV only” brand, while Dodge already had an established pickup truck business. Following the 1992 model year, the Comanche disappeared from Jeep’s product line.

In eight years of production, Jeep built 190,446 Comanche models in all variants. Few were preserved for posterity, which makes finding a clean survivor on the used market something of a challenge. Like all Jeep models, however, Comanches enjoy a strong owner network, so help with sourcing restoration parts or troubleshooting mechanical issues is just a mouse click away.

It’s kind of a shame, seems like Jeep’s last gasp at the pickup scene. I know many people liked the Jeep, but Dodge was gaining steam with it’s Dakota, and quite frankly, the Dakota was a much better unit. I had a ’88 Dakota with the 3.9, 4X4, and that was a very reliable truck, even though the 4.0 was a very good engine( partial to in-line 6′s, due to trucking, you know) My brother has a Dakota he recently relegated to “around the farm” duty, but has well over 200k, with nary a problem.

The Cherokee had a tight interior to begin with which, and I think the lack of an extended cab version hurt the Comanche and limited its sales potential. By the time it was introduced the personal use compact truck market had mostly turned to that bodystyle.

Howard,being a truck driver i’m sure you can attest to the fact that some Reyco suspension equipped truck’s can get stuck that easy. being an operator I see it a lot to. today’s airbag equipped truck’s do a better job of planting the tire’s to the ground.one thing I learned watching and pushing belly dump’s on site. this business is so physic’s based . that’s what I tell driver’s and they look at me like i’m some sort of nut.

Hi Lar, I’ve nothing good to say about the Reyco suspension, broken springs were just a way of life back in the day. I didn’t do a lot of “off road” stuff, but air ride sure is the way. I’ve heard of drivers dumping the air out of the bags to get better traction on irregular surfaces, as most air ride trucks have the valve on the rear axle, and if that axle drops in a hole, it takes air out of the system and will actually reduce the air to the front axle, causing the wheel to spin.( not sure what this has to do with the Jeep, but I love talking about it!)Thanks Kurt!

if you look at the jeep commercial,you’ll see a peterbilt get stuck in a hole. then the truck get’s pulled out by the jeep.when I watch 3,4,5 axle truck’s dump now they dump the air out,i thought it was to lower the truck’s center of gravity.comprende ? Si.

My first new vehicle was a 1988 2WD Comanche Pioneer, traded in for a red 1990 Comanche Eliminator as soon as I saw one of those. After selling it I would see my old Eliminator driving around until just a few years ago, had I known how collectable it would become I probably would have kept it. BTW your link does not show an Eliminator model.

I bought a slightly used ’88 in 1988. I had the truck for almost 5 years till I had three sons and the “four” of us would not sit the front seat comfortably anymore. It had the four cylinder, 4 speed. Not the most powerful nor the most fuel efficient but I never had any problems with it. Most of all it looked GOOD! Jeep styling but a pickup. Wish I had I now. As with the original Jeep Cherokees, they still look good driving down the road.

I had a Comanche with the V6 and it was junk but I’ve had plenty of Cherokees with 4.0 and they were usually tough as nails. I drive one now with 300K+ miles and it runs great. I would have loved to have gotten a Comanche with the 4.0 but they were hard to find even 10 and 15 years ago.

Steve, The Cherokee may be the most under appreciated vehicle of the last 50 years. The sales numbers tell the stories and you still see many today. I have owned (4) different Cherokee over they years. Not (1) engine gave me any trouble. Executives thought women didn’t like the square lines so they killed it. 2001 model wasn’t supposed to exist, yet it sold out! The replacement Liberty was a dog, I know I owned one. How about a competition to design a 2020 Cherokee based on the old square line concept? Great project for HighSchool/College Design classes.

I didn’t realize that they made these until 1992. That’s pretty recent, in my world at least. When I parked and washed cars at a big medical office tower as a teenager (probably still my favorite job) a few doctors had these, and the Dodge Rampage and the VW car / pickup. Pretty cool era for a kid to be able to drive all of those crazy vehicle types. I could see Jeep doing something like this again if the economy keeps moving in the right direction.

Very cool story, thanks for researching this one, Kurt. Sometimes a “classic car” is a truck that’s only twenty years old!

Not really a Jeep fan but couldn’t help noticing the size of the crew manning that train. Haven’t seen THAT crew size since the days of steam! [And carrying Adlake lanterns, yet. And flat-spotting all those wheels in a panic stop just to get a look-see - their Super will have quite a few choice words when they get called on the carpet]

Just goes ta show ya – put this article in Trains e-weekly and you’d get a completely different reaction.

Hi John, I agree, that train segment was full inaccuracies. Shows they play on what they think people think about trains. You’d never stop a train that fast, the lanterns? Come on, and a blast of steam on a diesel /electric?

I agree with Scotty. No need for arbitrary age numbers to designate a classic. My fetish for rear drive, two doors and V8 propulsion has me driving a 15 year old “classic” Lincoln. It is in our heads as to what we personally decide as classic. No one would begrudge a Supra owner from the 90′s this label. Or the original SHO or the 90′s ZR-1. Maybe my label is too loose?

Early Cherokees (’84 to ’86, later in Canada) with the diesel option are rarer than hen’s teeth. I didn’t know that they offered it in the ’86 Comanche as well. Bet they never sold more than a small handful of these.

Yes, the 2.8 GM sourced V6 was a slug, but the AMC 4.0 is a great motor. They’ll run a long time with decent maintenance. My ’99 Cherokee has 255K on the clock and the 4.0 is still running strong, smooth and tight. Gets decent mileage as well.

That 3.9 Chrysler V6 was a 318 V8 with two cylinders sawed off. Durable motor but with a rough idle, due to its design..

Well done, Kurt. I had a close friend who swore by his Comanche Pickup which finally gave up the ghost at about 300,000 miles. It was a straight 6 4 Speed, nothing fancy, and he used it for everything. I had a Grand Wagoneer which i loved but it was a gas hog. I have Lincolns that are more fuel efficient. With bigger engines. Happy Holidays to you.

I bought a new 86 2.5L in garnet red with the same color interior. buckets and full console. It was a great truck which I abused. one ton of top soil in a half ton truck, pulled a concrete dumper ect…it was one of those trucks you wish you still had. but like all things they pass into history.

I bought a new ’87 2wd longbed Pioneer, custom interior, 4.0, auto, air, killer stereo (relative), oversized Goodyears on alloy wheels (factory). It came from the factory with SO many options left off or incorrect. And I factory ordered it! If I wasn’t a car geek no one would have noticed. Not even the dealer.

On a rainy road that 4.0 would snap the tires loose just by thinking about it. It was smooth, not particularly quiet but the exhaust note was joy in the cab.

It was not cheap and I regret not getting a Firebird for the same amount of cash instead. Aftermarket parts were nil. I didn’t do my homework on this one. After about a year it was like “What was I thinking???”

I remember about ’89 going to a big hunting/fishing show with my Dad and some of his friends…my uncle was along, too, and he was really aching for a new pickup. There was a Comanche on display in the lobby with a price like the one in the posted ad-$6495. I think he was ready to buy it right then and there, until he realized it was 2wd, 4cyl and a stick.

A customer of mine has been driving a Comanche maybe since new. I think his biggest issues have been dealing with the way Jeeps are such “bastard” vehicles with such a weird hodepodge of parts. I remember him explaining how his was an odd combination of engine/transmission/transfer case which made some parts hard to get. I’ll say, if they had built an extended cab I very well may have owned one by now.

Own a 1987 Comanche SporTruck 4 cyl. 4 spd.shortbed with 255500 mi. on it for 14 yrs.Has been a good truck but on Mon. 23 Dec. got rear ended hard.Frame looks alright but springs ,shocks and bed are toast.It will more than likely be totaled but going to see about getting it back to do something with it.

I have a 1991 Comanche eliminator 2wd I bought for 800 almost 8 years ago. It had 167,000 miles on it. It now has 350,000. Its a phenomenal truck, but her suspension and gearbox are getting tired. I have had many many cars and trucks. I’ve never had one this loyal. I’ll be sad the day I have to crush her.

Bought my 87 MJ Sportruck 4.0, 5 speed with 3K miles on it in 1989. Had been looking for a small pickup for my work. It was sitting out in front of the local Ford dealership (which I visited but bought naught), and paid the guy $4900 for it. Just over 100K on it now, (Dec 2014.
Put some CJ rims & tires on it , which caused the speedo to show lower MPH by about 6-7. Bed liner, bench vinyl seat ( both of which I’ve slept in over the years), and a truck box. Six foot bed means I don’t carry a lot of long loads, but ok for maintenance work. Always getting people asking if they can buy it.
Nope.